Shock absorber



June 18, 1935; R. F. PEO

sHocK ABso'RBER Shee'r-,s-heet 1 Original Filed Aug. 1.2,` 1 931 June 18, 1935. R'. F. PEO

' sHvocK ABSQRBER f o'riginal Filed Aug. 12, 1931v 2 sheets-sheet 2 Patented June -18, 1935 SHOCK ABSORBER Ralph F. Peo,fBuffalo, N.- Y., assignor to Houde Engineering Corporation; Buffalo,V N. Y., a corporation of New York Application August 12,

1931,y serial-No. 556,483

Renewed June 7', 1934 '5 claims.

This invention relates to hydraulic shock absorbers particularly adaptable for use .on vehicles and in which a resistance liquid is employed. whose viscosity changes materially with temperature variations.

Ani important object. of the invention is to produce a shock absorber structure in which valve means are provided'which are readily adjustable from the exterior of the device for controlling. thefresistance to flow of the iluid from the high pressure side to the low. pressure side of a moving ypiston structure, together with thermostatically controlled means entirely within the structure and Yinaccessible .from the eX- f terior for modifying the flo-tv of liquid from 'the high pressure side to vrtheilovv pressure side in accordance with temperature changes of the liquid sothat atV all times *and` under alltemperature conditions the liquid will flow so as to maintain the desired riding qualities and characteristics for which adjustment has been made by the manually adjustable valve means.

A further object of the invention is to provide valve. means manually adjustable from the exterior of the'shock absorber to control certain relief passageways from the high pressure to the low pressure sideof a piston structure, and a thermostatically operated Valve structure contained entirely within the piston element for controlling other relief passageways from the high pressure to the .low pressure sides of the piston structure and in proportion to the change of viscosity of the liquid in response to temperature` variations so that the thermostatically controlled relief passageways will cooperate with the passageways xed by an adjustment of the manually adjustablevalve means for the interflow of iiuid from one side to the other`of the piston structure to maintain the desired riding characteristics of the shock absorber and to prevent material variations lin such characteristics as the temperature changes.

A- further object of the inventionA is to provide ina rotary type of hydraulic shock absorber,

a valve pocket extending diametrally into the piston structure froml one circumferential side thereof and terminating' in a valve seat, so that a thermostat valve `unitfofdesired design may be readily inserted intothe pocket and suitably adjusted before'assembly of the piston structure within the `cylinder' element, with the piston structure provided with?. relief passageways to be controlled` bythe cooperation of the thermostat valve with the valve seat under temperature changes to modifythe flow of liquid from the (Cl. 18S-89) high pressure to low pressure sides of the piston structure when assembled in the cylinder element. s

The above referred to and other featuresof the invention are incorporated in the structures disclosed on the accompanying drawings,v y

inwhichv drawings Figure 1 is a d'i-ametral section through a rotary shock absorber showing my virnp1pvel-valve arrangement; j f Y Figure 2 is a sectionon plane' II-II of Figurel; l

Figure 3 is a section; rony plane III--III of Figure l; i

Figures fl, 5, and 6 aresections similar-tothat shown in Figure 2.: Vbutdiselosir-ig different forms of thermostat valve structures; andk ,1

Figure 'I is a sectional viewV on plane'VII-VII ofFigure l. V

The shock absorber shown comprises abasel Iii having'the cylindrical annular flange vH extending therefrom within which and in engage' I ment therewith is the ring l2 supporting kdiametrically opposite radially inwardly extending Walls t3 and i3', which walls may loer cast integral with the ring and the entire structure` is rigidly secured by means ofl pins Alili engaging in the'base l0. g At its outer endthegilange Il has internal threading for receiving a head ISZWhich engages against theouter endiof the ring'structurelf2 and its walls l3- and l-3'. The head #5r-has the axial borel lp for'receiving the shaft Il which at its innerend-fhas i the hub l8r; extending through the ring I21 between the-inner ends of the walls |34. andv I3l and the hub has the diametrically opposite plungers vor' wings I9y and I9 extending therefrom. l-Theihead l5 .engages the outer ends' of; the hub! andthe-plunger wings', the inner ends of thefwings engagingythe base I0 and vthe hub beingr recessed at its inner'end to receive a guide boss- 20 oni-the base lilla The Walls I3 and I-3l form partitions between: which and the plunger Wingsare 'the spacesy for' containing a suitabley resistancefluidv such as glycerine, oil, or other fluids. .The headv |-5e has the boss, 2lil thereon for increasing the bearing surface for the shafit H, and in practice; as iswellundersteod inthe art, the outer end of theoshaftrhasfa lever extending therefrem adapted forconnectionusually with the-axle of a vehicle, whilexthe base Il) has the lateral ears or lugs 22 by means of which it` may be secured, usually tothe vehicle chassis. Afcap 23l has*v an opening for receiving in Figure '7. The high pressure chambers are the shaft I1 and has threaded engagement with the outer end of the flange II and forms a fluid replenishing chamber 24. The section of the cap surrounding the shaft I1 is deflected outwardly and the outer end of the boss 2l movement between its axle and chassis, the' shaft I1 will be oscillated and the plunger wingsi I9 and I9 move back and forthmtodisplace the fluid within the fluid spaces A, `Aand B,`B between the plunger wings and the partition walls I3 and I3. The spaces B, B' constitute low pressure chambers from which .the'fluidr may flow to the spaces A, A' which `constitute high pressure chambers, through ports 21, 21' in the partition walls I3, I3',` but flow from `the high kpressure to the low pressure chambers is prevented by check valves 28 and 28'. The connection of the shock absorber witha vehicle is usually such that during movement of the vehicle body and axle toward each other the plungers orV pistons will move toward the low pressure chambers from which thek fluid may flow f with comparative freedom to the high pressure chambers past the check valves, but movement of the body and axle away from each other is resisted. To relieve this resistance to any ,desired degree relief passageways of bypasses areprovidedbetween the high pressure chambers and the low pressure chambers. In accordance with my invention I providerelief Apassageways adjustable manually from the exterior of the Vshock vabsorber structure for the desired riding `qualities of characteristics of the lief passageways automatically controlled by shock-absorbers, and in addition Il provide `rethermostatic means in accordance with the temperature of the fluid-so that changes in the viscosity of the resistance fluid will be automatically compensated for in order vto maintain the riding conditions and characteristics of the shock absorbers for which setting was made by the manual adjustment means.

The manually adjusting means may, as shown, comprise a valve vstern 29 extending through the bore 30 in the shaftVV I1,- the stem having a threaded hub 3I engaging the internal threading of thebore so that by turning the stem it may-'be adjusted longitudinally. At its outer end the stem is journalled in a plug or gland 321threadingy yinto the pocket 33 in the end of the shaft and compressing packing material 34 so A'as to prevent leakage, the outer end of the stemhaving a lever 35 connected ythereto by means of which the valve stem may readily be turned for adjustment thereof.

The inner end 36 of the bore 30 is of reduced diameter and between this end and the main 'bore 30 is the conical valve seat for theconical endV 29 `of the valve stem. i

'At its inner' end the main bore 39 is connected by ports 38, 38 with the high compression chambers A and A', `these ports extending radially through the hub I8 and terminating adjacent to thel respective plungers or piston wings I9 and I9.-^'I'heinner reduced end of thebore `36 isconnected by ports or passageways 39, 3 9 with thelow compression chambers By and B', vthese passageways extendingradially through the hubV and terminating adjacent to y'the plungers or pistorr wings. as clearly shown compression chambers are always connected to-L gether through the ports 39, 39 and the inner end 36 0f the bore, and the degree of communication between the high pressure chambers and the low pressure chambers is determined by the setting of the valve 29.' When the valve is open and the shock absorber is operating on its pressure stroke, fluid may flow from, the

high pressure chambers to the low pressure chambers past the valve end 29', but the check valves 28 and 28' will remain closed. During Areverse stroke of the shock absorber the fluid may flow from the low pressure chambers to the high' pressure chambers past lthe valve and fluid mayalso flow through the check valves.

`The adjustment of the valve 29 determines the the resistance fluid will change. `During lower temperatures or colder weather the fluid becomes more viscous and during hotter temperature or summer weatherthe viscosity greatly decreases and unless compensation were made for such change in viscosity the shock. absorber would not maintain its riding qualitiesand characteristics for which setting ywas made by radjustment of the manual adjustable valve mechanism. I therefore provide valve mechanism controlled thermostatically to automatically adjust compensating relief passageways or bypasses between the high Acompression and low compression chambers and I preferably place the thermostatic means within the shock absorber so as to conceal it Vagainst tampering. In the arrangement of Figures 1 to 3, the thermostat valve means employed maybe that disclosed in my copending application Serial No. 514,094, filed February '1th, 1931. I preferably insert the valve structure in a Vbore or cylindrical pocket 4U extending diametrally through the piston structure from the end of one of the piston wings and with its inner end forming a valve seat 4I. In the arrangement shown the bore 40 extends from the end of the piston wing i9 and the seat 4|is4 in the `piston Wing I9 and a port l43 extends through the wing I9 to the high compression chamber A from the bore inside of thevalve seatwhile the port 44 extends to the low compression chamber B from o the bore outside of the valve seat.

engagement with the threaded' bore ofthe headl 45 so that when the valve point is turned-by the thermostat coil Vthe threaded engagement of its end in the head 4,5 will cause `'axial movement of the valve point relativerto the valve seat so that the position of the valve vpoint relative to :the valve seat will deter-mine the degree oi relief iiow from the high pressure tothe low pressure chambers A and B through vthe ports`1l3` and M.

An annular lock nut 5U 'rigidly holds the valve head 45 in adjusted position and a compression spring 5| interposed between the end of the valve stem and a plug -52 threaded inthe end of the bore lill, will yieldingly lhold the valve stemA and valve in position to which it has been adjusted by the thermostat coil.

The thermostat valve structure is inserted in the piston structure before assembly of the shock absorber parts and the piston structure is then maintained atsome definite temperature which should be higher than that which would be normally encountered by the shock absorber in service. For example if adjustment is made for seasonal change the piston structure will be maintained at some denite temperature which would be higher than that normally encountered in summer traveling. It might be maintained at the temperature of say 130, or 150, and while the piston structure is at such temperature the thermostat valve is set to full closed position. Then when the assembly of the shock absorber is completed and the structure has cooled, the thermostat valve would be partially open. Manual adjustment is then made of the valve 29 for the desired riding characteristics of the shock absorbers by the installer of the shock absorbers and this manual adjustment could be later changed as desired. The thermostat valve mechanism is however inaccessible but functions automatically to control the loypass ports 43 and lli to assist the by-pass ports controlled by the valvey 29` in providing for and maintaining the proper interiiow of fluid between the high pressure and the low pressure chambers during temperature changes so that the response of the shock absorbers will not vary with temperature changes 'but will always .deliver the shock absorbing characteristics for which setting was made by the adjustment or" the manual Valve. In other words after setting has been made by the manual adjustable valve mechanism for certain desired riding qualities and conditions, the thermostatically operating valve means assures maintenance of such riding conditions independently of temperature changes.

In the structure shown the high pressure chamber A is always in communication with the high pressure chamber A through ports 3B and 38 and the low pressure chamber B is always in communication with the low pressure chamber B through the ports 39 and 39', and therefore it will be necessary only to connect one high compression chamber with one low compression chamber as for example the chambers A and B Vfor interow of iiuid through the relief ports 43 and 44.

ln Figure 4 I show a bellows type thermostatic valve structure in which the expansion and contraction of a suitable fluid within a bellows 5d controls the axial movement of the valve point 55 secured to the lower end of the bellows, the upper end of the bellows being connected with a head 58 threading into the bore 49 through the piston structure.

In the thermostat valve structure of Figure 5, the valvepoint 59 is secured to the lower end of the thermostat coil 60 which at its upper end is secured to the head 6| having threaded engage-- ment in the bore 40, the adjacent turns of the iii.

thermostat coil. being in abutting engagement so that helical expansion and contraction will cause turning of the valve point and axial movement thereof to cooperate with the yvalve seat 4I, a

stem 62 extending from the valve point through the coil and being slidable in the head 6l for guiding the movement of the valve point.

The valve structure of Figure 6 comprises a f head secured in the outer end of the bore 4l?, a stem til extending from the head and receiving the hollow valve point 65 which is iilled with some temperature responsive means tit, as for example mercury, the valve point being slidable on the stem 5ft so that as the mercury expands and contracts the point will be shifted axially along the stem to cooperate with the valve seat Suitable packing t? is provided around the stem so as to prevent leakage of the fluid from the valve point.

By placing the thermostat valve diametrally within the piston structure it is substantially surrounded by the fluid of the shock absorber to quickly partake of the temperature thereof .so as to respond rapidly for control of the relier" passageways. The valve bore or pocket is also open to the flow thereinto of the uid and quick and accurate response of the valve structure is assured.

Fluid is automatically supplied to the working chambers as required from the replenishing chamber 24 which is adapted to be filled as required through an opening in itstop which is normally closed by a plug 63. Delivery of the fluid from this replenishing chamber into the working chambers may be eiected by means of one or more replenishing ports 69 connecting the lower end of the replenishing chamber with the lower fluid chambers in which the piston structure operates, and each of these ports contains a check valve 'le which opens toward the respective working chambers. Any air contained in the fluid is permitted to escape from the upper ends of the working chambers into the upper part of the replenishing chamber through'vents "il through theupper part of the head i5.

l thus produce a shock absorber of the hydraulic type in whichv manual adjustment is readily made for desired riding characteristics and in which a thermostatic valve will compensate for viscosity changes so that it will be unnecessary to repeatedly adjust the manual valve means. As the fluid in the shock absorbers heats up due to repeated compression thereof during operation of a vehicle, and the fluid becomes thinner, the thermostat valve will correspondingly reduce the size of the auxiliary relief passageways to correspondingly curb the interflow of fluid between the chambers. The same thermostatic compensation would be in effect for large variations in temperaturadue to seasonal changes.

Although I have shown and described preferred embodiments of my invention I do not desire to be limited thereto as changes and modications may be made without departing from the scope of the invention as defined by the appended claims.

I claim as follows:

1. In a shock absorber, the combination of a cylinder frame having partition extensions eX- tending'radially from opposite sides thereof, a piston structure comprising a hub centered between the inner ends of said partitions and having piston wings extending therefrom in diametrically opposite directions and bearing at sageway in their ends against the cylinder wall, said piston structure having a bore extending radially through one of said wings from the outer end thereof and diametrically through said hub and a distance into said other wing, a Valve .seat formed at the inner end of said bore,

there being ports connecting said cylinder space at opposite sides of said piston wing with said bore at opposite sides of said seat, a valve in said bore for cooperating with said seat, and a thermostat element in said bore secured to said valve and adjustably anchored at its outer end in said bore, said cylinder wall closing the outer end of said bore against access to said valve from the exterior of the shock absorber.

2. A shock absorber comprising a cylindrical wall forming a fluid containing chamber, a pis-y ton rotatable in said chamber and comprising a hub and piston wings extending therefrom dia- Ymetrically in opposite directions and engaging the Wall of said 'cylinder at their outer ends, said piston having a valve pocket extending radially through one of said wings from the outer end thereof and diametrically through said hub and a distance into said other wing, there being a relief passageway through said piston Wing and a valve seat interposed in said passageway, a valve in said pocket for cooperating With said seat, and a thermostat element within said pocket connected with said valve for operation thereof to control said relief pasaccordance with temperature changes of the fluid.

V3. A hydraulic shock absorber comprising a cylindrical wall forming a chamber for containvingfresistance iluid, a piston structure rotatable within said chamber and comprising a hub and piston wings extending in diametrically opposite directions therefrom and engaging the Wall Vof said cylinder at their outer ends, a cylindrical valve pocket in said piston structure extending radially through one of said wings from the outer end thereof and diametrically through said hub and into said other wing, a relief passageway from one Yside of the piston structure to the other and intercepted by the inner end of said pocket, and a thermostat valve structure within said pocket for automatically controlling the flow of fluid through said relief passageway in accordance with temperature changes of said iluid.

4. In a hydraulic shock absorber comprising cylindrical wall forming a chamber for containing resistance fluid, a piston structure rotatable Within said chamber and comprising a hub and piston wings extending in diametrically opposite directions therefrom for displacing the fluid when the piston structure is oscillated, there being a bore in said piston structure extending radially through one of said Wings from the outer end thereof and diametrically through said hub and into said other wing, said bore being connected by ports With said chamber at opposite sides of said piston structure, a head adjustable in the outer end of said bore, a valve at the inner end of said bore for cooperating with said ports to control the flow of fluid from one side of the piston structure to the other, and a stem structure between said head and Valve for transmitting the adjustment movement of said head to said valve for adjustment of said valve relative to said ports.

5. In a hydraulic shock absorber comprising a cylindrical wall forming a chamber for containing resistance fluid, a piston structure rotatable within said chamber and comprising a hub and piston wings extending in diametrically opposite directions therefrom for displacing the fluid when the piston structure is oscillated, there being a bore in said piston structure extending radially through one of said wings from the outer end thereof and diametrically through hub and into said other Wing, said bore being connected by ports with said chamber at opposite sides of said piston structure, a head adjustable in the outer end of said bore, a valve at the inner end of said bore for cooperating with said ports to control the flow of fluid from one side of the piston structure to the other, and a stem structure between said head and valve for transmitting the adjustment movement of Said head to said valve for adjustment of said valve relative to said ports, said stem structure being thermostatic whereby to automatically adjust said valve in accordance with temperature change.

RALPH F. PEO. 

